Pipe anchor



March 27, 1 51 E. P. SMITH ET AL PIPE ANCHOR 2 Sheets-Sheet 1 Filed Feb. 12, 1949 March 27, 1951 E. P. SMITH ET AL PIPE ANCHOR 2 Sheets-Sheet 2 Filed Feb. 12, 1949 Patented Mar. 27; 1951 PIPE ANCHOR Edward Payson Smith and Malcolm S. Johnson, Chicago, 111., assignors to Illinois Railway Equipment Company, Chicago, 11]., a corporation of Illinois Application February 12, 1949, Serial No. 76,027

Our invention relates to a pipe anchor which is more particularly adapted for rigidly securing the air lines or train pipes in the cross bearers of a railroad car-so as to anchor or hold the pipes against vibration or improper movement and prevent ruptures and leaks; while at the same time providing an anchor which will adapt itself to variations in the pipe openings in the car underframe or cross bearers.

Another object of our invention is to provide an anchor which obviates the use of brackets or other fittings intended to be secured to the car by bolts or similar fastening elements which require the drilling of holes in the cross bearers or sills of the car; our improved anchor involves two elements which preferably may be formed of stamped or pressed metal and the body member or base so formed that it lends itself to Various applications and distances between the train line or pipe and the base of certain sills of the car by simply rotating the base member of the anchor on the pipe so as to bring one of its longitudinal edges into contact with the car sill and permit the base member to be welded to the sill after application to the pipe; the two members of our anchor being formed to have interengaging and locking engagement with each other.

The aforementioned objects of our invention and the advantages inherent in the anchor will all be readily comprehended from the detailed description of the accompanying drawings where- Figure 1 is a top plan View of our improved pipe anchor applied to asection of pipe and shown attached to a car underframe member or cross bearer.

'Figure 2 is a side elevation of the structure shown in Figure 1.

Figure 3 is an end view as viewed, on the line 3- 3 of Figure 2, with the pipe in cross section.

Figure 4 is an exploded perspective view of the anchor before assembly.

1 Figure 5 is an end view, with the pipe in section, showing a modified manner of application, namely to the base of a longitudinal sill or cross sill.

Figure 6 is a similar view showing another manner of application'to a car longitudinal or side sill of a car;

Our improved pipe anchor consists of a main body or base member I0 of suitable length and transversely arcuate to provide a pipe receiving channel II from end to end and laterally disposed sides I2 and I3, which are bent downward 5 Claims. (Cl. 248-58) and thence inwardly toward each fother to provide opposingly facing grooves I4, I5; ithe side I3 and its groove I5 being of somewhat greater width,

' end of the pipe receiving portion of member I0,

substantially at its longitudinal 'median line, is

provided with an extension orr'lip I E stamped to extend in a slightly raised plane above the crown of the pipe receiving channel portion of member I0. This extension or iii) I6 is intended to enter the pipe receiving hole lor opening IT in the web of the car underf rame orcross bearer I8, to constitute a spacer and to assist inproperly applying the anchor to the cross-bearer; to provide a suitable Welding surface and Ito constantly maintain the desired position of the pipe relative to the hole I? in the cross bearer when the anchor is horizontally disposed at the side of the diaphragm I8 of the underframe member as in Figure 1, 2 and 3.

The spacing between the marginal flange portions of the sides I2 and I3 isxsufiici'ent to 'permit the anchor to be crosswisely applied to a previously installed pipe I9 and then slid along the pipe toward the opening in the diaphragm of the cross bearer I8 and the spacer lip I6 forced into th opening, at which timetne base member Ill may be intimately secured to the cross bearer by welding as indicated at 20.

The marginal flange portion-preferably of the wider side I3, is longitudinally extended to provide a locking tongue or strip ;2I, see Figure 4, whereby the companion or wedge member 22, after proper insertion in the base member ID, is locked in wedging position.

Wedge member 22 consists of ---a stamped piece 'of metal of suitable length and of-width to slidably fit into the opposingly facing grooves I4 and I5 of the base member Ill.

a The wedge member 22 is longitudinally dished as at 23 to seat on or fit aboutthe lower or exposed side of the pipe I 9 and efiect wedging relation therewith, induced by the slightly decreasing height ofthe sides toward the forward end of base member Ill and by decreasing-gthe dishing 23 toward the rear end of the wedge member 22.

The rear end of the wedge member 22 is bent downwardly or flanged as shown at 24 and the flange adjacent one side of the 'weiige member is provided with a slot-'25 adapted, :to receive the tongue or extension 2 I. I

With the flange 24 extending the full width of the wedge member 22 the latten-isf rigidified and a striking surface throughout the width of the wedge is provided for drivingsthe wedge into portions of the groove forming sides of the base member Ill may be varied in keeping with the diametrical size of the pipe to be anchored. With pipe clamps as heretofore madeiand consistingf malleable castings, variations were not'so easily taken care of, nor was application as readily made, it being necessary to provide additional appurtenances such as bolts, nuts and lock nuts for securing the wedge member in place. Aside from the extra time required to make proper'application, frequent displacement of parts and loss of parts while the car is in service greatly increased tl e expense and maintenance cost' These-diniculties and expense are eliminated with our im proved pipe anch'orlwh'ich maintains a constant uniform anchoring. of the pipe. Ourlimproved anchor adapts itself to various applications of train lines required for different type'sf'o'f cars, as for example where the train line is secured to a longitudinal sill, viz. to a side sill of thelcar as shown in Figures 5 and 6 where two methods of application are disclosed in connection with train lines arranged at slightly different elevations relative to the bottom flange of thesill indicated at 26. I

In Figure 5 where the train line 19 is spaced a short distance from the bottom of the sill 25, our clamp or pipe anchor is rotated ninety degreesonthepipe so as to bring the narrower side 12 adjacent the bottom of the sill and this longitudinal side of the anchor is then welded to the,

sill as-indicated at 253. I, v .In Figure 6 we illustrate application to va train line ISZin-a lower plane beneath the car sill 26. To accommodate the anchor to this condition-the clamp, before being placed in pipe clamping condition, is rotated on the air line-l9 so as to present the wider side E3 to the bottom of ,the sill and this longitudinal side-is then welded to the sill, as shown at 20.

' As is apparent-our improved anchor affords almost universal application on all cars,,achieved by rotating the anchor on the pipe and in either of its positions ample welding surface, relative to the car sill or cross bearer, is provided while at the same time ample accessgto the wedge mornher and thelocking tongue is provided; the structure thus obviating the necessity of a multiple of stylesof anchors as heretofore was necessary. Furthermore, with our :i-mprovedanchor the desired anclzproper relationship between pipe and diaphragm members, at the point where the pipe passes through the hole or opening; isprovided and maintained and the pipe is not distorted during the clamping operation.

Itis also apparent that the operation of clinching the tongue 2i tends'to force the member 22 into. member-l9 and thereby increases the clamp,- ing action of the anchor on the pipe; and with .our;anchor extrinsic'ally applied to the car underfra'memember its application and replacement can readily be accomplishedyby simply cutting thefw'eld fillets at the underframe contacting marginal portions of the main or base member it. Byreason of the novel construction :of the pressed steel anchor i't-is now possible to replace at least three types of present day malleable clamps with one more or less universal type of steel anchor which effects the desired firm clamping action without causing distortion or misalignment of the pipe relative to its normal position or relation with the car underframe members to which the pipeis to be anchored.

We have described what we believe to be the simplest and best embodiments of our invention and the methods of application, but modifications in certain details are possible and may be made without departin from the spirit of our invention as defined in the, appended claims.

What we claim is:

1. In a pipe anchor composed of a pair of pipe clamping longitudinal members arranged to have interengaging relation with each other, the main or base member "at one end having a forwardly disposed spacing lip adapted to enter the pipe receiving hole in a car cross bearer or frame member and thereby maintain the relationship between thepipe andcross' bearer and position. tl fbase member against the side of the cross bearer-Abe oppositelend of the base member hav-. ing a rearwardly extending tongue, while the other member ati'ts rear end is provided with a downwardly disposed apertured portion adapted to receive said tongue whereby the two members" are locked together. in pipe clamping relation.

2. A pipe anchor composed of a pair of pipe clamping interengaging longitudinal members dished lengthwise to provide a pipe receiving channel, the longitudinal sides of one member being bent downwardly and inwardly to provide oppositely facing grooves adapted to receive the longitudinal marginal portions of the other memher, the groove forming sides of the first member being of different widths and formed to provide plane perpendicular surfaces, the rear end of the first member having a rearwardly extending bendable tongue adapted to effect lockingengagement with the second member after associating the members into pipe clamping relation.

3.- A pipe anchor comprising a pair of complemental pipe clamping members formed to have interengaging sliding relation with each other and to be disposed at opposite sides of the pipe,

one of said members at its rear end having an elongated tongue while the other member has an apertured portion adapted to receive said tongue whereby the two members may be locked together against relative longitudinal movement, the tongue carrying member being provided with welding surfaces whereby said member may be secured against a car underframe member.

- 4. A pipe anchor composed of a pair of complemental pipe clamping members, one of said members having bent opposite side walls of difierent widths formed to provide oppositely facing grooves, the base portion of one of said grooves forming sides being extended rearwardly to provide a bendable tongue, while the other member has laterally disposed side marginal portions adapted to slide in said grooves and having a bent rear end provided with an opening adapted to receive said tongue and permit the latter to be bent over said bent rear end of the second mentionedmember and thereby lockvthe members in 'pipe clamping condition. I

5. A pipe anchor comprising a body member and a wedge member dished longitudinally to provide a pipe receiving channel and adapted to :engage opposite sides of a pipe, the longitudinal sides of the body member being bent downwardly and thence inwardly to provide oppositely facing grooves, one of the bent sides being lengthwisely extended to provide an elongated tongue extending longitudinally beyond the end of the body member; the wedge member having longitudinally outwardly disposed sides adapted to endwisely fit into said grooves of the body member, the dishing of said wedge member decreasing toward the rear end of the member and the rear end of the member having an angularly disposed flange provided with a slot adapted to receive said elongated tongue and permit it to be bent across said flange and thereby force said members into increasing pipe clamping and locking relation.

E. PAYSON SMITH.

MALCOLM S. JOHNSON.

REFERENCES CITED The following references are of record in the file of this patent:

Number UNITED STATES PATENTS 

